Types of Reaction Engines: Rocket

Types of Reaction Engines
 Rocket:
– Chinese development about 1300 BC
– Used in battle (to scare enemy) and for
firework displays
– No air inlet
– Solid Fuel
– Liquid Fuel
– Does not depend on ambient air for
combustion (not an air breather)
 Ramjet:
– must have forward speed for airflow
– produces no static thrust
– compression provided only by shape
– good efficiencies at very high speed
 Pulsejet
– ramjet with shutters
– compression provided by shape
– may produce some static thrust
 Turbine
– Two groups
• augmented thrust
• non-augmented thrust
– Five basic classes
• some subclasses
Gas Turbine (Jet ) Engines
 Turbojet
– centrifugal flow
– axial flow
– multiple shaft engines
– all air flows through core
 Turbofan
– more fuel efficient
– fan location
– Ducting
– Low Bypass
– Medium Bypass
– High Bypass
 Ultra High Bypass

– Propfan
– Unducted fan
– Pratt & Whitney GE experimentation
– Fan drive arrangements
– Torque Turbine Engine

– Turboshaft
• typically used in helicopters
• ground power sources
• apu’s
– Turboprop
• typically used in fixed wing aircraft
• drives a propeller through a reduction gearbox
 Commonality among Turbine Engines

– Compressor (s) ( identified as the cold
section)
– Combustion Chamber (s) (identified as the
hot section)
– Turbine (s) (identified as the hot section the
hot section)
 Compressor:
– Centrifugal flow
• Most common is the outflow
• Van Ohain worked with an inflow type (not
practical)
• Can be single entry (engines)
• Can be double entry (apu’s. J-33/I-16)
• Advantage
• ----rapid compression rise
• ----Simple construction
• ----less susceptible to damage from FOD
 Compressor (continued)
– Centrifugal (continued)
• about 80% efficient with a compression ratio of
6 or 7 to 1, above this number efficiency drops
off at a rapid rate because of excessively high
impeller tip speeds and the attending shock
wave produced by the tip speed
• May be set up with multiple stages, Allied-
Signal TPE 331, with two stages
• Compressor and diffuser are sometimes
considered a single item
• Most common on Turbo-shaft/prop engines
– Axial-Flow compressor
• made up of a series of rotating airfoils called
rotor blades
• along with a stationary set of airfoils called
stator vanes
• air is compressed parallel to the axis of the
engine
• each row of rotating and stationary blades is
called a stage
– Axial-Flow (continued)
• blades are shaped to provide the most lift for
the least drag
• some designs have two or more compressors
(spools)
– older designs on common shaft
– newer designs on separate shaft’s (free)
• Free shaft can rotate at different speeds
– Axial-Flow (continued)
• Advantages
• ---capable of very high compression ratios
• ---relatively high efficiencies
• ---small frontal area
• Disadvantages
• ---delicate blading makes is susceptible to FOD
• ---close fits make manufacturing expensive
– Axial-Centrifugal
• a combination of the two style compressors
• advantages of both compressors
• allows for the additional stages of compression
followed by the high rise advantage of the
centrifugal for the final stage
• less cost than a two stage centrifugal
• Most common engines that use this style are
the Allison 250 and the PWC PT6
– Assignment: Answer questions 1,2,3,5,6
page 186 of the Treager Textbook, and turn
in by beginning of next class period.
– QUESTIONS??????????
 Combustion Chambers:
– The three basic types are
• Can (Treager Textbook page 187)
• Can-annular
• Annular
• --through-flow annular
• --side-entry annular
• --reverse-flow annular
 Combustion Chambers (continued)
– Can type
• individual burners (chambers), or cans are
mounted in a circle around the engine axis with
each one receiving air through its own shroud
• individually removable for inspection
• air-fuel patterns are easier to control
• do not make best use of available space,
therefore engines tend to be of a larger
diameter
– Annular
• a single chamber for combustion (newer)
• smaller diameter engines
• shorter engines with reverse flow design
• have less surface-to-volume ratio than comparable can
burner, less cooling air required
• weighs less
• better performance
• lower pressure loss
• requires disassembly of engine for maintenance
• structural strength not as high as the can type

– Can-annular
• makes good use of available space
• employs a number of individually replaceable
cylindrical inner liners that receive air through a
common annular housing
• good control of fuel and airflow patterns
• greater structural stability and lower pressure
loss than the can type
 Performance Requirements (Combustion

Chambers)
– High combustion efficiency
• necessary for long range
– Stable operation
• freedom from blowout at various airflows
• ability to handle pressures at all altitudes
– Low pressure loss
• higher pressures help accelerate gases in the
exhaust nozzle
 Performance Requirements (cont’)

– Easy starting
• low pressures and high velocities in the burner
make starting difficult
• design must be capable of air restarts
– Small size
• required to reduce engine size and weight
• heat release can be as high as 500 to 1000
times the heat release of a domestic oil burner
 Performance Requirements (contd’)

– low smoke burner
• for military high smoke allows for easier
tracking
• for civil high smoke violates EPA regulations
– Low carbon formation
• carbon deposits block critical air passages
• disrupt airflow
 Performance Requirements (cont’d)

– Requirements must be satisfied over a
wide range of operating conditions
• airflows may vary as much as 50:1
• fuelflows may vary as much as 30:1
• fuel/air ratios as much as 5:1
• pressures may cover a ratio of 100:1
• inlet temperatures may vary as much as 700
degrees F
 Turbines
– Most manufactures use the axial-flow
turbine although a few have used a radial
inflow type, (see page 199 of the Treager
textbook
– Comprised of two main elements
• a set of stationary vanes
• one or more turbine rotors
 Turbines (cont’d) (Vanes)
– stationary vanes are called “guide vanes”
– set at an angle to form a series of small
nozzles that discharge gases onto the
blade of the turbine wheel
– sometimes referred to as the turbine
nozzle and the nozzle guide vanes
– convert heat and pressure energy into
dynamic or kinetic energy, so the gas will
strike the blades with some force
 Turbines (cont’d)
– second the vanes turn the gas flow so it
will impinge on the turbine blades in the
proper direction
– The nozzle will accelerate the gases
changing a portion of the static pressure of
the gasses into dynamic pressure
– nozzle design is critical so as not to restrict
airflow through the engine
 Turbines (cont’d) (Wheels)
– Turbine wheels are classified a number of
different ways
• impulse
• reaction
• impulse/reaction
– or
• bladed wheel
• blisk

– An impulse turbine is dependent on
pressure to impart energy into the wheel
– The blade will have a bucket shape to
capture the greatest force
– The vanes must direct the gasses at a
specific angle to take advantage of the
pressure required to rotate the wheel

– Reaction is dependent on velocity

Types of Reaction Engines: Rocket

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Types of Reaction Engines: Rocket

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Types of Reaction Engines

 Ultra High Bypass

– Torque Turbine Engine

 Commonality among Turbine Engines

 Combustion Chambers (continued)

 Performance Requirements (Combustion

 Performance Requirements (cont’)

 Performance Requirements (contd’)

 Performance Requirements (cont’d)

 Turbines (cont’d) (Wheels)

 Turbines (cont’d) (Wheels)

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